Engine.



0. HENDERSON.

ENGINE.

' APPLICATION FILED JAN. s, 1913.

Patented Apr. 21, 1914.

. A L a M n 3 e fl H 5 J fi J y m w M 2 mm mm m M M I M y J 9 I 7 m" g 6 J 4 J 9 1 v I anvawto'a ZT Cli f/damn Wit ammo I a subject of the King of Great Engines, of which unrrnDsTATEs PATENT OFFICE.

' nwnu c. HENDERSON, or new GLA GOW, NOVA scorn, CANADA.

ENGINE.

Specification of Letters Patent. t t i 21, 1914 Application filed January 3, 1913. Serial No. 740,011.

To all whom, it may concern Be it known that I, Ewnx O. Hnxnnnsox,

Britain, residing at New Glasgow. inthe Province 0 Nova Scotia' and Dominion of Canada, have invented new and useful linprovenientsin the following is a specification.

This invention relates to engines, the object in view being to provide an improved valve gear, especially designed for use in connection with internal combustion engines, but also applicable, as willhereinatter appear, to steam engines or any motor of the expansion, type. 1

One of the main objects of the present invention is to provide, in connection with the intake and exhaust ports of the cylinder of the engine, a rotary cylindrical valve having ports to register with the ports of the cylinder, and in connection therewith a throttle tube which is adjustable around the valve, so as to vary the amount of fluid or gas passing to the engine.

A further, object of the invention is to- 'providemeans for adjusting and holding the throttle tube. and for taking up wear between such throttle tubeand the port of the cylinder in connection with which the valve is employed.

A further object of the invention is to provide a valved auxiliary air supply adapted to work in conjunction with the valve of this invention.

With the-above and other ObJGCiZS in v ew, the invention. consists in the construction, combination and arrangement of parts, as will be hereinafter more fully described, illustrated in the accompanying drawings, and pointed out in the claims hereunto appended.

In the drawings: Figure l is a vertical diametrical section through an engine cylin-' der, showing the intake and exhaust valve this invention. Fig. 2 is a sectional view taken lengthwise and centrally of the intakevalve. Fig. 3 is :1 diametrical longitudinal section through the arrangement of intake valve. Fig. dis. an end view of thethe toothed segment...

valve case, show ng Fig. 5 is a detail section. showing the means for adjusting the take up liner. Fig. 61s a view of the intakevalve similar to Fig. 3,

showing the valve provided with double the number of ports. 7 Referring to the draw ngs,

' geared serted ingrooves in 1 represents the cylinder of an engine of the internal combustion type, in which is mounted a reciprocating piston *2. 7 shown as water jacketed, at 3, and provided with the usual head 4 at its upper-0r outer end.. v

In carrying out the present invention,

. each cylinder is provided at its opposite sides with machined flat faces 5, adapting the valve casings of this invention-t0 be bolted or otherwise fastened rigidly thereto.

In Fig. 2, the invention is shown as applied to a two-cylinder engine, the valve being made of sui'ficient length to include and feed or exhaust both of said cylinders. It may be stated at this point that any number of cylinders may be employed, the valve being of a length commensurate therewith, so

as to carry the gas or fluid to each and all of the cylinders, or exhaust the same therefrom, asthe case may be, it being evident from Fig. 1 that the exhaust valve is arranged on one side of the cylinder or cylinders, and the intake valve on the opposite side. The intake valve 6 is in the form of a hollow cylinder or tube of suitable size,- in accordance with the amount of gas or fluid required, said valve being provided at one end with a longitudinally extendedfjournal '7, to the The cylinder 1 is outer end of which is secured a bevel gear wheel 8 meshing with another bevel gear ing shaft l0which extends downward andis to the crank shaft l'lyas shown, so that the valve 6 is driven by the crank shaft and at a speed which will causethe ports thereof to register with the ports leading into the cylinders at the proper times.

As shown in Fig. 3, the intake valve is providedwith outlet ports.l2 and 13 adapted, respectively, to register with the intake wheel 9 on the upper end of a valve actuat ports 14 and 15 of; the cylinders, as shown in v Fig. 2.

trally with any suitable number of longitudinall, elongated ports 16,- which register with the intake pipe 17 leading from the car-' bureter or other source of supply. w

Extending around and inclosing the rotary valve 6 is a throttle tube 18 which is provided at one end with a reduced sleeve 1.9

the end thereof, and fitournal 7 of the valve 6, bearing for said journal, Fig. 2. Ballsr20 are-inextending beyond ting around the j thereby forming a as clearly shown in The valve is also provided c'en- 10.,- abutting e d of the i valve and throttle tub nd apthe op end, the valve 6 and throttle tube 18 are left open and grooved in their edges to receive a circularseries of anti-friction balls 21 which work against a plug 22 having screw threads '23, by which it is screwed into the end of the casing 2 1 which houses both the valve and thethrottle tube. The plug 22 which acts as an end bearing forboth the valve and the throttle tube is adjustable, by reason of its threaded connection with the valve case,

. thereby enabling the wear of said parts to be compensated for.

The casing24 is secured to the machined faces 5 'of the cylinders by means of cap screws 25, or their equivalent. Secured to the projecting sleeve 19 of the throttle tube 18 is a throttle lever 26 which is fast on the sleeve 19, so that by moving the lever 26 in one direction or the other, the throttle tube 18 may be turned. This throttle tube, as shown in Fig. 1, is provided with openings 27 in one side thereof, adapted to register with the outlet ports of the valve 6 and the inlet ports 28 leading into the combustion or expansion chambers of the cylinders. The throttle tube 18 is also formed with ports 27 to admit the gas to the ports 16 of the rotary valve 6. The throttle tube is provided-with an opening 27 for each cylinder, as indicated by dotted lines in Fig. 2, and the openings 27 are preferably somewhat larger than the outlet ports12 and 13 in the intake valve 6.

Within each port 28 is mounted a take-up a liner 29 held in place by means of a set screw 30 insertedthrough the valve case and impinging against said liner. This liner bears snugly against the outer surface of the throttle tube, as shown in Fig. 1, so as to prevent leakage of the gas or other fluid. As wear :takes place on said liner, it may be adjusted closer up to the throttle tube and held by means of the binding screw 30. I

Secured to the lever 26 is a thumb latch s lever 31 which is-adapted to'be sprung tothrough the slots ward and away from the lever 26, said latch lever carrying a latch lip adapted to engage a toothed segment 32 on the adjacent end of the casing 24, so as to hold'the throttle tube turned to any desired extent.

which leads into the valve case at a point preferably opposite the intake tube 17, above referred to, said supply pipe 33 being open to the atmosphere and being controlled by 33 designates an auxiliary air supply pipe a butter-fly throttle valve 34 having a suittle tube 18, which is used in connection with to may be duplicated at opposite sides at the intake valve. as illustrated in Fig. 6, in which event the gearing interposed between the crank shaft and the rotary valve will be correspondingly designed, in order to give the proper timing to said rotary intake valve. The same idea will, of course; apply to the exhaust valve. Furthermore, the principle referred to may beapplied either to internal combustion engines of the two cycle or four cycletype.

From the foregoing description, it will be understood that by means of the lever 26 and the latch referred to, the throttle tube 18 may be turned to any desired extent, for the purpose of regulating the size of the ports leading into the cylinders. The intake val've'fi is always filled with expansive fluid passing in through the opening 16, and said fluid is fed to each cylinder when the port 12 or 13 comes into registration .with the port leading into the 'cylinder. -The ports 12 and 13 are, of course, made of such size as to supply the necessary amount of gas to the cylinder, in accordance with the rapidity of rotation of the valve, and the intake and exhaust valves are, of course, so timed as to admit and exhaustthe and burnt gases at the proper point in the cycle of movement of the piston.

What is claimed is:

1. In an engine, the combination of a cylcharges of fresh inder having intake and exhaust ports, of

rotary intake and exhaust valves controlling said ports, each valve comprising a rotary tubular body having an opening in one side to register with the corresponding cylinder port, anoscillatory throttle tube incasing the intake .valve and journaled thereon and provided withan opening to register more or less with the opening in the valve body, means for rotating the valve and timing the same with the crank shaft, means for turning and holding the throttle tube, a valve case inclosing said valve body and throttle tube, and a plug threaded into said valve case and forming an end bearing for both the valve body and the throttle tube.-

2. In an engine, the combination of a cyllnder having intake and exhaust ports, of rotary intake and exhaust valves controlling said ports, each valve comprising a rotary tubular body having an opening in one side to register with the corresponding cylinder port, an oscillatory throttle tube inc'asing providedwith an opening or less with the opening 1n menses the intake valve and journaled thereon and to register more the valve-body, means for rotating the valve and timing the same with the crank shaft, means "for turning and holding the throttle tube, and a valve-controlled auxiliary air supply, the

I, valve body and throttle tube being ported to register with the main fluid inlet and the auxiliary air supply.

3. In an engine, the combination of a cylmder having intake and exhaust ports of rotary intake and exhaust valves controliing said ports, each valve comprising a rotary tubular body having an opening in one side to register with the corresponding cylinder port, an oscillatory throttle tube incasing the intake valve and journaled thereon-and provided with an opening to register more or less with the opening in the valve body, a take up liner in the cylinder port adjustable toward and against the throttle tube, means for rotating the valveand timing the same with the crank shaft, and means for turning and holding the throttle tube.

In testimony whereof I afiix my signature in presence of two witnesses.

EWEN C. HENDERSON.

Witnesses:

JOHN G. THOMPSON, H. G. DUNBAR. 

